| Engine Model: Ford CVF5 |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 134.2 cu.in (2.19 L) |
| Rated Engine Power: 155 Hp (114 kW) at 3500 rpm |
| Fuel System Type: Common Rail Direct Injection |
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The Ford CVF5 is a 2.2-liter, 4-cylinder diesel engine
belonging to the Duratorq TDCi (Puma) family. This variant represents a
high-output evolution of the platform, engineered primarily for the demanding
requirements of the Ford Transit (V363) and Transit Custom (V362) commercial
vehicle range from the 2014 model year onward. Distinguished by its robust
construction, the CVF5 utilizes a cast iron cylinder block and a durable timing
chain system, setting it apart from subsequent engine families that employed wet
belt configurations.
It was developed to deliver a balance of commercial-grade durability with
refined power delivery, employing a common rail fuel system with piezo injectors
and a variable geometry turbocharger to achieve a broad torque plateau. The
engine was calibrated to meet Euro 5 emission standards, incorporating a diesel
particulate filter (DPF) as part of its aftertreatment strategy.
The CVF5 is an inline, 4-cylinder, turbocharged diesel engine. Its architecture
is a stressed member within the vehicle structure, contributing to overall
chassis rigidity in the Transit applications. The engine follows the Duratorq
Puma lineage, characterized by a deep-skirt cylinder block for enhanced rigidity
and reduced noise, vibration, and harshness (NVH).
Engine Type: Inline 4-cylinder, turbocharged diesel.
Family: Duratorq / Puma.
Displacement: 2198 cc (134.2 cu.in).
Bore x Stroke: 86.0 mm x 94.6 mm (3.39 in x 3.72 in).
Compression Ratio: 15.5:1.
Maximum Power: 114 kW (155 Hp) at 3500 rpm.
Maximum Torque: 385 Nm (284 lb-ft) from 1600 rpm to 2300 rpm.
Valvetrain: DOHC (Double Overhead Camshaft), 16 valves total (4 per cylinder).
The valvetrain utilizes hydraulic lash adjusters and roller finger followers to
minimize friction and maintain consistent valve clearance without manual
adjustment.
Aspiration: Variable Geometry Turbocharger (VGT) with an air-to-air intercooler.
The VGT adjusts the turbine housing geometry to optimize boost pressure across
the engine speed range, minimizing lag while providing efficient high-rpm
airflow.
Fuel System: Common Rail Direct Injection with a high-pressure pump generating
rail pressures up to 1800 bar. The system employs piezo-electric injectors,
which allow for multiple injection events per combustion cycle, contributing to
reduced combustion noise and optimized particulate burn-off.
Emission Standard: Euro 5. The aftertreatment system includes a Diesel Oxidation
Catalyst (DOC) and a Diesel Particulate Filter (DPF). The system relies on
passive and active regeneration cycles to manage soot accumulation within the
filter.
The cylinder block is constructed from high-strength
cast iron, a material choice that prioritizes long-term durability, bore
stability, and acoustic suppression over lightweighting. It features a
deep-skirt design, meaning the block extends below the crankshaft centerline,
providing increased structural rigidity and support for the main bearing caps.
The cylinders are machined directly into the block without the use of liners.
The water jacket is designed for efficient heat transfer around the upper
cylinder region. The timing chain and ancillary drive components are mounted to
the front face of the block.
The cylinder head is manufactured from cast aluminum
alloy to reduce overall engine mass. It houses a double overhead camshaft (DOHC)
arrangement. The intake and exhaust valves are arranged in a cross-flow pattern
to optimize volumetric efficiency. The intake valves are larger in diameter to
facilitate air ingestion, while the exhaust valves are constructed from
heat-resistant steel alloys to withstand the elevated temperatures from the
turbocharger.
Valve seats are pressed-in, utilizing a hardened material for durability in
high-temperature, high-load conditions. The injectors are centrally located
between the valves, with glow plugs positioned adjacent to optimize cold-start
performance. The camshafts are driven by a timing chain from the crankshaft.
The fuel system is a common rail direct injection
(CRDI) architecture operating at a maximum injection pressure of 1800 bar. The
high-pressure fuel pump, mounted to the front of the engine, is driven by a
dedicated chain from the crankshaft. Fuel is delivered to a fuel rail mounted
centrally on the cylinder head, which acts as a high-pressure accumulator.
From the rail, fuel is distributed to four piezo-electric injectors. These
injectors enable precise, rapid control over injection timing, duration, and the
number of injection events (pilot, pre, main, and post injections). The
post-injection strategy is critical for raising exhaust gas temperatures to
initiate DPF regeneration. The system utilizes a fuel return line to cool the
injectors and manage system pressure.
The lubrication system is a fully pressurized,
force-feed circuit. A high-efficiency gear-type oil pump, driven by a separate
chain from the crankshaft, draws oil from a structural aluminum sump. The pump
delivers oil through a full-flow filter before distributing it to critical
components: the crankshaft main bearings, connecting rod bearings, camshaft
bearings, hydraulic lash adjusters, and the turbocharger.
A piston cooling jet system is integrated, directing oil to the underside of
each piston crown to manage thermal loads during high-output operation. The
system incorporates a water-to-oil heat exchanger mounted on the oil filter
housing to maintain optimal oil temperature.
Engine Oil
Capacity (with filter):
Rear-Wheel Drive (RWD) / All-Wheel Drive (AWD) variants: 10.3 liters
(10.9 qt).
Front-Wheel Drive (FWD) variants: 6.2 liters (6.6 qt).
Oil Grade: SAE 5W-30 conforming to Ford specification WSS-M2C913-C or
WSS-M2C913-D.
The cooling system is a sealed, pressurized circuit
designed to manage the combined thermal load of the engine, the EGR (Exhaust Gas
Recirculation) cooler, and the turbocharger. A belt-driven centrifugal water
pump circulates coolant through the cylinder block, cylinder head, heater core,
and the air-to-air intercooler’s coolant circuit where applicable.
A wax-element thermostat regulates coolant flow, maintaining the engine at an
optimal operating temperature. The system is designed to provide consistent
thermal management under sustained high-load conditions, such as maximum towing
capacity or continuous highway operation. Coolant capacity varies based on the
vehicle configuration. Coolant Capacity: 10.0 to 12.0 liters (10.6 to 12.7 qt).
Timing Drive: The camshafts are driven by a robust
roller-type timing chain from the crankshaft. This chain operates in a bath of
engine oil and is guided by tensioners and guides. This design is intended for
the operational life of the engine, requiring no scheduled replacement interval
under standard operating conditions, contrasting with later Ford diesel engines
that utilized a maintenance-sensitive wet belt.
Exhaust Gas Recirculation (EGR): The engine employs a high-pressure EGR system
to reduce combustion temperatures and limit nitrogen oxide (NOx) formation.
Exhaust gas is diverted from the exhaust manifold, cooled through a dedicated
EGR cooler, and metered into the intake manifold via an electrically actuated
EGR valve.
Turbocharger: The variable geometry turbocharger (VGT) is integrated with the
exhaust manifold. It features an electric actuator that adjusts the position of
the vanes in the turbine housing to control exhaust gas flow to the turbine
wheel. This allows for precise boost control across the engine operating range.
Engine Weight (dry): 210 kg (463 lb).
Engine Length (front to rear): 610 mm (24.0 in).
Engine Width (valve cover to exhaust side): 680 mm (26.8 in).
Engine Height (from sump to valve cover): 710 mm (28.0 in).
These dimensions are approximate and can vary slightly depending on ancillary
components such as the turbocharger and oil sump configuration for FWD versus
RWD installations.
Oil Change Interval: Maximum 20,000 km (12,500 mi) or
12 months, whichever occurs first. Severe usage conditions (frequent idling,
heavy towing, stop-start operation) necessitate a reduced interval of 10,000 km
(6,250 mi). Oil Filter Replacement: Required at every oil change. The filter is
a spin-on canister type or a cartridge element depending on the vehicle
application.
Fuel Filter Replacement: 30,000 km (18,750 mi) or 24 months. The fuel filter
incorporates a water separator with a sensor that provides a warning signal when
water accumulation reaches a threshold. Timing Chain Inspection: Inspection is
recommended if unusual chain noise is detected or during engine overhaul.
Valve Clearance: Maintained automatically by hydraulic lash adjusters. Coolant
Replacement: 10 years or 200,000 km (124,000 mi), then every 5 years or 100,000
km (62,000 mi) thereafter. Drive Belt (Auxiliary): Inspect at 50,000 km (31,000
mi) intervals; replace as necessary based on condition of ribs and tensioner
operation.
Cylinder Head Bolts: 40 Nm (30 lb-ft) + 180°.
Main Bearing Cap Bolts: 40 Nm (30 lb-ft + 90°.
Connecting Rod Cap Nuts:25 Nm (18 lb-ft) + 90°.
Camshaft Bearing Cap Bolts: 12 Nm (9 lb-ft).
Flywheel Bolts: 50 Nm (37 lb-ft) + 90°.
Crankshaft Pulley Bolt: 60 Nm (44 lb-ft) + 180°.
High-Pressure Fuel Pump Mounting Bolts: 25 Nm (18 lb-ft).
Injector Clamp Bolts: 12 Nm (9 lb-ft) plus 180°.
EGR Valve Mounting Bolts: 10 Nm (7 lb-ft).
Turbocharger Mounting Nuts: 45 Nm (33 lb-ft).
Engine Mount Bracket Bolts: 80 Nm (59 lb-ft).
The Ford CVF5 engine was utilized across a range of
Ford commercial and passenger vehicle platforms, primarily in markets outside
North America.
Ford Transit (V363): The primary application, used in both rear-wheel drive
(RWD) and all-wheel drive (AWD) configurations. It was offered across various
gross vehicle weight (GVW) ratings, from the Transit 280 to the Transit 470, in
panel van, double cab, chassis cab, and minibus body styles.
Ford Transit Custom (V362): Used in the front-wheel drive (FWD) configuration of
this medium-sized van. It served as the high-output engine option, providing
power for the Transit Custom models aimed at higher payload and towing
requirements.
Ford Ranger (T6): A derivative of the Duratorq family was employed in the Ford
Ranger pickup truck, though the specific CVF5 calibration and power/torque
outputs were sometimes adjusted to suit the ladder-frame chassis and differing
duty cycles. The core engine architecture remained identical.
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